Alfa Romeo Brera S: Saint Bernard to the rescue

Love driving? You'll love Alfa Romeo's UK-focused Brera S.

A much maligned breed, car marketeers. They often come in for criticism, but I'd like to salute them, in particular Nicholas Bernard, the UK marketing director of Alfa Romeo. He deserves most of the credit for the Brera S, a more focused and driver-orientated version of Alfa's large coupé, one that's strictly limited to 500 examples (with a certificate of authenticity to prove it).

The Brera was always intended by the factory to be a GT, a grand tourer in the strictest sense, but British drivers thought it a little, well, soft.

Enter Saint Bernard, who provided the impetus for Alfa to approach rally preparation specialist - and much more - Prodrive with a view to working on a UK-specific Brera. Both sides agreed that the idea was not to add power, but to enhance the vehicle's dynamics to enable faster, more rewarding progress on challenging roads. Besides, it had to remain a fully homologated production model, so engine modifications were out of the question. By the way, S stands for speciale, not sport, and it adds £1,450 to the price of a standard Brera.

Prodrive commissioned 19-inch alloy wheels inspired by those of the 8C Competizione, each of which saves 2kg of unsprung mass. It also specified gas-filled Bilstein dampers and Eibach springs, giving a 10mm reduction in ride height. There's also a Q2 electronic limited-slip differential (not the same as the 147/GT Torsen diff, also called Q2) which works by braking individual front wheels, via the ESP and ABS sensors, to emulate a mechanical limited-slip diff. The exhaust system was also subtly modified to enhance the engine note.

Peter Cambridge, the Prodrive handling set-up specialist and Brera S project leader, says the car feels more nimble thanks to 50 per cent stiffer springs. He adds that the steering was seen as a key Alfa attribute, so it was enhanced without compromising comfort by small changes to geometry - no parts are changed, the improvements coming from reduced unsprung weight and the revised springing/damping. Although the 2.2 is 77lb (35kg) lighter than standard, the 3.2 V6 has shed almost 220lb (100kg), half of it because the standard four-wheel drive was axed. There isn't a diesel version, due to the 2.4 JTDM five-cylinder engine's weight.

As well as the wheels, there are revised exhaust tailpipe trims and S badging, while inside there's a black leather-covered facia with red stitching (standard on the V6 and optional on the 2.2), alloy inserts in the head restraints and instruments and alloy pedals from the 159 Ti. Standard colours are red, black and grey. Also available is 8C Competizione red, which looks stunning but is exorbitantly priced at 10,000 euros (£7,878 as we went to press).

The 2.2-litre, four-cylinder car immediately feels more responsive than the standard Brera, with superb feedback from the steering. But, like the original, you need to use plenty of revs. The suspension revisions are startling, its suppleness and composure on rutted B-roads - with added composure through corners - justifying Prodrive's extensive testing on a wide variety of UK roads. The grip, too, is confidence-inspiring, the specially commissioned 235/40 Pirelli P Zero Nero tyres enhancing the sublime steering.

The electronic diff works unobtrusively. We were able to try the 2.2 on Prodrive's test track as well as on the road, where it was brilliant in tight turns. A comparison run in a standard Brera highlighted the transformation - it required greater steering effort and rolled far more than the S.

We also took to the circuit in the 3.2 V6, this time on the fast handling section. You immediately notice the increased urge, as well as the V6's more sonorous note. It makes light work of fast curves with the ESP switched on, and remains composed with it off, although you have to be smoother. The greater weight of the V6 makes itself felt on the road, where despite a slightly more fidgety ride the car is easier to drive than the 2.2 thanks to more torque. It transmits its power well, with no scrabbling for grip - when front-wheel drive is this sorted, it's hard to justify the extra weight and complexity of the standard four-wheel drive.

During road driving, the 2.2 is almost as thirsty as the V6. You're never going to buy a car such as this for economy, but for once here's a sporty car that subtly but effectively builds on the original without threatening to loosen your fillings.